Page 818 - UK Air Operations Regulations 201121

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~ Regulation SPO - ANNEX VIII - Specialised Operations Centrik

(i) RNP 10;
(ii) FAA AC 20-138 for the appropriate navigation specification;
(iii) AMC 20-12;
(iv) FAA Order 8400.12 (or later revision); and
(v) FAA AC 90-105.
(n) RNP 4
(1) If a statement of compliance with any of the following specifications or standards is
found in the acceptable documentation as listed above, the aircraft is eligible for
RNP 4 operations.
(i) FAA AC 20-138B or later, for the appropriate navigation specification;
(ii) FAA Order 8400.33; and
(iii) FAA AC 90-105 for the appropriate navigation specification.
(o) RNP 2 oceanic
(1) If a statement of compliance with FAA AC 90-105 for the appropriate navigation
specification is found in the acceptable documentation as listed above, the aircraft is
eligible for RNP 2 oceanic operations.
(2) If the aircraft has been assessed eligible for RNP 4, the aircraft is eligible for RNP 2
oceanic.
(p) Special features
(1) RF in terminal operations (used in RNP 1 and in the initial segment of the RNP
APCH)
(i) If a statement of demonstrated capability to perform an RF leg, certified in
accordance with any of the following specifications or standards, is found in
the acceptable documentation as listed above, the aircraft is eligible for RF in
terminal operations:
(A) AMC 20-26; and
(B) FAA AC 20-138B or later.
(ii) If there is a reference to RF and a reference to compliance with AC 90-105,
then the aircraft is eligible for such operations.
(q) Other considerations
(1) In all cases, the limitations in the AFM need to be checked, in particular the use of
AP or FD which can be required to reduce the FTE primarily for RNP APCH, RNAV
1, and RNP 1.
(2) Any limitation such as ‘within the US National Airspace’ may be ignored since RNP
APCH procedures are assumed to meet the same ICAO criteria around the world.
SPO.IDE.A.220 GM2 Navigation equipment
GENERAL
(a) The PBN specifications for which the aircraft complies with the relevant airworthiness
criteria are set out in the AFM, together with any limitations to be observed.
(b) Because functional and performance requirements are defined for each navigation
specification, an aircraft approved for an RNP specification is not automatically approved
for all RNAV specifications. Similarly, an aircraft approved for an RNP or RNAV
specification having a stringent accuracy requirement (e.g. RNP 0.3 specification) is not
automatically approved for a navigation specification having a less stringent accuracy
requirement (e.g. RNP 4).
RNP 4
(c) For RNP 4, at least two LRNSs, capable of navigating to RNP 4, and listed in the AFM,
may be operational at the entry point of the RNP 4 airspace. If an item of equipment
required for RNP 4 operations is unserviceable, then the flight crew may consider an
alternate route or diversion for repairs. For multi-sensor systems, the AFM may permit
entry if one GNSS sensor is lost after departure, provided one GNSS and one inertial
sensor remain available.
SPO.IDE.A.225 Transponder
Where required by the airspace being flown, aeroplanes shall be equipped with a secondary
surveillance radar (SSR) transponder with all the required capabilities.
SPO.IDE.A.225 AMC1 GENERAL
(a) The secondary surveillance radar (SSR) transponders of aeroplanes being operated under
European air traffic control should comply with any applicable Single European Sky
legislation.
(b) If the Single European Sky legislation is not applicable, the SSR transponders should
operate in accordance with the relevant provisions of Volume IV of ICAO Annex 10.
SPO.IDE.A.230 Management of aeronautical databases
(a) Aeronautical databases used on certified aircraft system applications shall meet data
quality requirements that are adequate for the intended use of the data.
(b) The operator shall ensure the timely distribution and insertion of current and unaltered
aeronautical databases to all aircraft that require them.
(c) Notwithstanding any other occurrence reporting requirements as defined in Regulation
(EU) No 376/2014, the operator shall report to the database provider instances of
erroneous, inconsistent or missing data that might be reasonably expected to constitute a
hazard to flight. In such cases, the operator shall inform flight crew and other personnel
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